Battery charging and vehicle air conditioning auxiliary systems

ABSTRACT

An auxiliary system for air conditioning the vehicle&#39;s passengers&#39; cabin, upon detecting that the ambient temperature inside the cabin is above a preconfigured threshold temperature, when the vehicle&#39;s primary engine is not operating, and optionally, when an accident occurs. The auxiliary sub system may further provide electric power to various units of a vehicle, including charging the vehicle&#39;s battery, and including when the primary engine of the vehicle is turned OFF.

FIELD OF THE INVENTION

The present invention relates to an auxiliary sub system for a vehicle,for providing air conditioning when the primary engine is turned OFF,and/or for providing electric power to various units of a vehicle,including charging the vehicle's battery, and including when the primaryengine of the vehicle is turned OFF.

BACKGROUND OF THE INVENTION

It is often required to leave a vehicle parked for extended periods,wherein that might result in the temperature inside the passengers'cabin rising to become uncomfortably hot, and sometimes even dangerouslyhot, such as when a small child is left unattended inside the vehicle.Additionally, it is always desired in warm weather to keep thepassengers' cabin comfortably cool.

There is therefore a need to provide a mean to controllably maintain thetemperature inside the passengers' cabin within a comfort zone. In caseswhere a small child is left unattended inside a vehicle, it is desiredto prolong the operation of the air-conditioning mean to for at leastseveral hours.

U.S. Pat. No. 3,844,130, given to Wahnish, discloses an auxiliary airconditioner drive system adapted for use with an automobile having anair conditioning system normally driven by the drive means of theautomobile includes means completely carried by the automobile andindependent of the automobile drive means for driving the airconditioning system, and means for disengaging the air conditioningsystem from the automobile drive means and thereafter engaging theindependent drive means thereto.

The system involves a complicated clutching arrangement, among otherdisadvantages. In particular, the operation of such a system requiresextensive power, which may rapidly drain the vehicle's battery.

U.S. Pat. No. 4,531,379, given to Diefenthaler, Jr., describes a systemwhich uses a mechanical connection, via a “jack shaft” assembly, betweenan auxiliary engine and the air conditioner condenser, among othersignificant differences. It also requires a complex system, whichrequires extensive power, and which may rapidly drain the vehicle'sbattery.

There is therefore a need and it would be advantageous to have anauxiliary system for a vehicle that enables lowering the temperatureinside the vehicle's cabin, when the primary engine of the vehicle isturned OFF. There is a further need to have an auxiliary system for avehicle that enables recharging the vehicle's battery, when the primaryengine of the vehicle is turned OFF.

SUMMARY OF THE INVENTION

The principle intentions of the present invention include providing anauxiliary system for a vehicle that enables lowering the temperatureinside the vehicle's cabin, when the primary engine of the vehicle isturned OFF. The principle intentions of the present invention furtherinclude providing an auxiliary system for a vehicle that enablesrecharging the vehicle's battery, when the primary engine of the vehicleis turned OFF.

According to teachings of the present invention, there is provided anauxiliary system for a vehicle having a primary engine and an airconditioning system. The vehicle's air conditioning system includes:

-   -   a. a mechanically driven air conditioning compressor;    -   b. an alternator;    -   c. a condenser that is operatively coupled with a fan that is        operated by a fan-motor;    -   d. a battery;    -   e. an A/C unit; and    -   f. a blower coupled to be operated by a blower-motor.

The auxiliary system includes:

-   -   a. an auxiliary controller (110, 210 a, 210 b) that remains        operable when the primary engine is turned OFF;    -   b. a cabin-temperature sensor; and    -   c. an auxiliary alternator-motor coupled to operate an auxiliary        alternator, wherein the auxiliary electric alternator-motor is        operable by the battery, and wherein said auxiliary alternator        is configured to recharge the battery.

When the primary engine is a fuel powered engine, the auxiliary systemfurther includes an auxiliary compressor coupled to be operated by afirst-auxiliary-compressor-motor and a pair of electric relay switches(140). The electric relay switches include first electric relay switch(140 a) and a second electric relay switch (140 b), wherein the firstelectric relay switch is configured to route compressed gas vapor eitherfrom the vehicle's air conditioning compressor or from the auxiliarycompressor towards the A/C unit, and the second electric relay switch isconfigured to route returning gas vapor from the vehicle's A/C unit,either towards the vehicle's air conditioning compressor or towards theauxiliary compressor.

Upon turning OFF the fuel powered primary engine, the auxiliarycontroller is configured to start monitoring the ambient temperatureinside the passengers' cabin of the vehicle, utilizing thecabin-temperature sensor, wherein the fan-motor, the blower-motor, theauxiliary electric alternator-motor and thefirst-auxiliary-compressor-motor are in operational communication flowwith the auxiliary controller (110). Upon determining that the ambienttemperature inside the cabin is above a preconfigured thresholdtemperature, the auxiliary controller (110) is configured to activatethe auxiliary electric alternator-motor, the blower, the fan, theelectric relay switches and the auxiliary compressor. The electricalternator-motor activates the auxiliary alternator. The electric relayswitches route compressed gas vapor from the auxiliary compressortowards the A/C unit, and route returning gas vapor from the A/C unittowards the auxiliary compressor.

When the primary engine is an electric powered engine, or the vehicle isoperated by a dual-engines configuration, then upon turning OFF theprimary engine, the auxiliary system further includes asecond-auxiliary-compressor-motor configured to operate the vehicle'sair conditioning compressor. Upon determining that the ambienttemperature inside the cabin is above a preconfigured thresholdtemperature, the auxiliary controller (210 a, 210 b) is configured toactivate the auxiliary electric alternator-motor that activates theauxiliary alternator, the blower, the fan and thesecond-auxiliary-compressor-motor, to thereby activate the vehicle's airconditioning compressor and thereby activated the vehicle's airconditioning system.

When the primary engine is a fuel powered engine and the primary engineis powered OFF, upon determining that the ambient temperature inside thecabin is not above the preconfigured threshold temperature the auxiliarycontroller deactivates the auxiliary compressor.

When the primary engine is an electric powered engine, or the vehicle isoperated by a dual-engines configuration, and the primary engine ispowered OFF, upon determining that the ambient temperature inside thecabin is not above the preconfigured threshold temperature, theauxiliary controller (210 a, 210 b) deactivates thesecond-auxiliary-compressor-motor to thereby deactivate the vehicle'sair conditioning compressor.

Optionally, the second-auxiliary-compressor-motor activates the airvehicle's conditioning compressor using an electromagnetic clutch.

According to further teachings of the present invention, there isprovided a vehicle air conditioning method for air conditioning thepassengers' cabin of the vehicle when the primary engine is notoperating, the method including the steps of:

-   -   a. providing an auxiliary system as described hereabove;    -   b. continuously monitoring the temperature in the cabin of the        passengers' vehicle by the auxiliary controller, using the        cabin-temperature sensor;    -   c. determining that the ambient temperature inside the cabin is        above a preconfigured threshold temperature; and    -   d. upon determining that the ambient temperature inside the        cabin is above the preconfigured threshold temperature,        -   i. if the primary engine is a fuel powered engine,            activating the auxiliary alternator, the blower, the fan,            the electric relay switches and the auxiliary compressor, to            thereby route compressed gas vapor from the auxiliary            compressor towards the A/C unit, and route returning gas            vapor from the A/C unit towards the auxiliary compressor,            and thereby drive down the temperature inside the cabin; and        -   ii. if the primary engine is the primary engine is an            electric powered engine or the vehicle is operated by a            dual-engines configuration, activating the auxiliary            alternator, the blower, the fan and the            second-auxiliary-compressor-motor, to thereby activate the            vehicle's air conditioning compressor and thereby activated            the vehicle's air conditioning system, to thereby drive down            the temperature inside the cabin.

Optionally, the method further includes the of the step of continuouslymonitoring the temperature in the passengers' cabin of the vehicle anddetermining that the ambient temperature inside the cabin is not above apreconfigured threshold temperature, and

-   -   i. if the primary engine is a fuel powered engine, deactivating        the auxiliary compressor and then the electric relay switches,        to thereby route compressed gas vapor from the vehicle's        compressor towards the A/C unit, and route returning gas vapor        from the A/C unit towards the vehicle's compressor; and    -   ii. deactivating the auxiliary alternator, the blower and the        fan.

Optionally, upon turning ON the vehicle's primary engine, the primaryengine being a fuel only powered engine, the method further includes thestep of deactivating the auxiliary compressor, the auxiliary alternator,the blower, the fan and the electric relay switches, to thereby routecompressed gas vapor from the vehicle's compressor towards the A/C unit,and route returning gas vapor from the A/C unit towards the vehicle'scompressor.

While monitoring the temperature inside the vehicle's passengers' cabin,Optionally, the method may further include the step of:

-   -   a. continuously monitoring the status of any one of the        vehicle's side air-bags; and    -   b. upon determining that any one of the vehicle's side air-bags        has been activated, activating the auxiliary system, as        described hereabove.

According to further teachings of the present invention, there isprovided a vehicle battery charging method, including the steps of:

-   -   a. providing an auxiliary system, as described hereabove;    -   b. continuously monitoring the battery charging level of the        vehicle's battery by the auxiliary controller; and    -   c. upon determining that the battery charging level of the        battery is not above a preconfigured charging threshold level,        then:        -   i. if the primary engine is turned OFF, activating the            auxiliary alternator to join the vehicle's alternator in            charging the battery; and        -   ii. if the primary engine is turned ON, then:            -   A. determining the charging amperage; and            -   B. upon determining that the charging amperage is not                above a preconfigured amperage threshold, activating the                auxiliary alternator to join the vehicle's alternator in                charging the battery.

According to further teachings of the present invention, there isprovided an electricity-supply-interface apparatus (750) for a motorvehicle, including:

-   -   a. the vehicle's alternator;    -   b. an interface-shaft;    -   c. an electromagnet (754);    -   d. a rotor unit couple to rotate with a bearing unit;    -   e. a rotational-motion-receiving-unit having a mechanical        adaptor (765) configured to receive rotational motion either        from the vehicle's primary engine or from an alternative        electric alternator-motor (760); and    -   f. a magnetic-insulator.

The rotational-motion-receiving-unit is securely attached to a first endof the interface-shaft, and the interface-shaft is further securelyattached at a second end of the vehicle's alternator. Upon receiving therotational motion, the rotational motion is transferred via securelyattached interface-shaft to the vehicle's alternator, to thereby provideelectric power to various units of the vehicle, including charging thevehicle's battery.

The vehicle's alternator may be replaced by an alternative alternator.

According to aspects of the present invention, there is provided anauxiliary system for a vehicle having a primary engine and an airconditioning system, the vehicle's air conditioning system including:

-   -   a. a mechanically driven air conditioning compressor;    -   b. an alternator;    -   c. a condenser that is operatively coupled with a fan that is        operated by a fan-motor;    -   d. a battery;    -   e. an A/C unit; and    -   f. a blower coupled to be operated by a blower-motor.

The auxiliary system includes:

-   -   a. an auxiliary controller (110, 210 a, 210 b) that remains        operable when the primary engine is turned OFF;    -   b. a cabin-temperature sensor; and    -   c. an alternative alternator-motor (760) coupled to operate an        electricity-supply-interface apparatus (750), wherein upon the        primary engine being turned ON, the rotational motion is        received via a driving belt operationally connected to the        primary engine and to rotational-motion-receiving-unit; and upon        the primary engine being turned OFF, the rotational motion is        received via a mechanical adaptor operationally connected to        rotational-motion-receiving-unit.

When the primary engine is a fuel powered engine, the auxiliary systemfurther includes an auxiliary compressor, coupled to be operated by afirst-auxiliary-compressor-motor and a pair of electric relay switches(140). The electric relay switches include a first electric relay switch(140 a) and a second electric relay switch (140 b), wherein the firstelectric relay switch is configured to route compressed gas vapor eitherfrom the vehicle's air conditioning compressor or from the auxiliarycompressor towards the A/C unit, and the second electric relay switch isconfigured to route returning gas vapor from the vehicle's A/C unit,either towards the vehicle's air conditioning compressor or towards theauxiliary compressor,

Upon turning OFF the fuel powered primary engine, the auxiliarycontroller is configured to start monitoring the ambient temperatureinside the passengers' cabin of the vehicle, utilizing thecabin-temperature sensor, wherein the fan-motor, the blower-motor, theauxiliary alternator-motor (760) and thefirst-auxiliary-compressor-motor are in operational communication flowwith the auxiliary controller (110). Upon determining that the ambienttemperature inside the cabin is above a preconfigured thresholdtemperature, the auxiliary controller (110) is configured to activateauxiliary alternator-motor (760), the blower, the fan, the electricrelay switches, to thereby route compressed gas vapor from the auxiliarycompressor towards the A/C unit, and route returning gas vapor from theA/C unit towards the auxiliary compressor, and to activate the auxiliarycompressor.

When the primary engine is an electric powered engine, or the vehicle isoperated by a dual-engines configuration, and wherein upon turning OFFthe primary engine, the auxiliary system further includes asecond-auxiliary-compressor-motor configured to operate the airconditioning compressor. Upon determining that the ambient temperatureinside the cabin is above a preconfigured threshold temperature, theauxiliary controller (210 a, 210 b) is configured to activate theauxiliary alternator-motor, the blower, the fan and thesecond-auxiliary-compressor-motor, to thereby activate the airconditioning compressor and thereby activated the vehicle's airconditioning system.

When the primary engine is a fuel powered engine and the primary engineis powered OFF, upon determining that the ambient temperature inside thecabin is not above the preconfigured threshold temperature the auxiliarycontroller deactivates the auxiliary compressor.

When the primary engine is an electric powered engine, or the vehicle isoperated by a dual-engines configuration, and the primary engine ispowered OFF, upon determining that the ambient temperature inside thecabin is not above the preconfigured threshold temperature the auxiliarycontroller (210 a, 210 b) deactivates thesecond-auxiliary-compressor-motor to thereby deactivate the airconditioning compressor.

Optionally, the second-auxiliary-compressor-motor activates the airvehicle's conditioning compressor using an electromagnetic clutch.

Optionally, the auxiliary controller is further configured to monitorthe battery charging level of the battery.

When the primary engine of the vehicle is turned ON, upon determiningthat the battery charging level of the battery is not above apreconfigured threshold level and that the charging amperage is notabove a preconfigured amperage threshold, the auxiliary controller isconfigured to activate the auxiliary alternator to thereby charge thebattery.

When the primary engine of the vehicle is turned OFF, upon determiningthat battery charging level of the battery is not above a preconfiguredcharging threshold level, the auxiliary controller is configured toactivate the auxiliary alternator to thereby charge the battery.

In some embodiments, the auxiliary controller is further configured tocheck if any of the vehicle's side airbags has been activated, whereinupon determining that a side airbag has been activated, the auxiliarycontroller is configured to activate the auxiliary alternator, theblower, the fan, the electric relay switches, to thereby routecompressed gas vapor from the auxiliary compressor towards the A/C unit,and route returning gas vapor from the A/C unit towards the auxiliarycompressor, and to activate the auxiliary compressor.

In some embodiments, the vehicle further includes an A/C system, whereinupon determining that the ambient temperature inside the cabin is abovea preconfigured threshold temperature, the auxiliary controller (710,810 a, 810 b) is configured to activate the alternative alternator-motor(760) and the vehicle's alternator (60), and the vehicle's A/C system.

In some embodiments, the auxiliary controller (710, 810 a, 810 b) isfurther configured to check if any of the vehicle's front airbags hasbeen activated, wherein upon determining that a front airbag has beenactivated, the auxiliary controller is configured to turn OFF theprimary engine and deactivate the vehicles alternator. Upon determiningthat a front airbag has been activated, the auxiliary controller isfurther configured to disconnect the vehicle's battery.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become fully understood from the detaileddescription given herein below and the accompanying drawings, which aregiven by way of illustration and example only and thus not limitative ofthe present invention, and wherein:

FIG. 1 is a general schematic block diagram illustration of thecomponents of an auxiliary battery charging and vehicle air conditioningsystem, wherein the vehicle's primary engine is a fuel powered engine,the system including an auxiliary air-conditioning sub-system, accordingto some embodiments of the present invention.

FIG. 2a is a general schematic block diagram illustration of thecomponents of an auxiliary battery charging and vehicle air conditioningsystem, wherein the vehicle's primary engine is a hybrid powered engine,according to some embodiments of the present invention.

FIG. 2b is a general schematic block diagram illustration of thecomponents of an auxiliary battery charging and vehicle air conditioningsystem, wherein the vehicle's primary engine is an electric poweredengine, according to some embodiments of the present invention.

FIG. 3 shows a schematic flowchart diagram of a vehicle air conditioningmethod, according to some embodiments of the present invention, whereinthe method is operable when the vehicle's fuel primary engine is notoperating.

FIG. 4 shows a schematic flowchart diagram of a vehicle airconditioning, according to embodiments of the present invention, whereinthe method is operable when the vehicle's hybrid or electrical primaryengine is not operating.

FIG. 5 shows a schematic flowchart diagram of a battery charging methodfor a vehicle during an accident situation, according to embodiments ofthe present invention.

FIG. 6 is a schematic flowchart diagram of a side-impact-accident airconditioning method, according to some embodiments of the presentinvention.

FIG. 7 is a general schematic block diagram illustration of thecomponents of an auxiliary battery charging and vehicle air conditioningsystem, wherein the vehicle's primary engine is a fuel powered engine,the system including an electricity-supply-interface apparatus,according to some embodiments of the present invention.

FIG. 8a is a general schematic block diagram illustration of thecomponents of an auxiliary battery charging and vehicle air conditioningsystem, wherein the vehicle's primary engine is a hybrid powered engine,the system including an electricity-supply-interface apparatus,according to some embodiments of the present invention.

FIG. 8b is a general schematic block diagram illustration of thecomponents of an auxiliary battery charging and vehicle air conditioningsystem, wherein the vehicle's primary engine is a hybrid powered engine,the system including an electricity-supply-interface apparatus,according to some embodiments of the present invention.

FIG. 9a illustrates a front perspective view of an assembled example ofan electricity-supply-interface apparatus, interfaced with the vehicle'salternator, according to embodiments of the present invention.

FIG. 9b is a rear perspective view illustration of the assembled exampleof the electricity-supply-interface apparatus shown in FIG. 9a ,interfaced with the vehicle's alternator.

FIG. 10 is an exploded side perspective view illustration of theelectricity-supply-interface apparatus, interfaced with the vehicle'salternator, according to embodiments of the present invention.

FIG. 11a is an exploded side-front perspective view illustration of theelectricity-supply-interface apparatus, interfaced with the vehicle'salternator, according to embodiments of the present invention.

FIG. 11b is an exploded side-rear perspective view illustration of theelectricity-supply-interface apparatus, interfaced with the vehicle'salternator, according to embodiments of the present invention.

FIG. 12 is an exploded side perspective view illustration of the rotorunit, showing a bearing unit being securely fitted in a bore at thecenter of the rotor unit, according to embodiments of the presentinvention.

FIGS. 13a-13b are exploded side perspective view illustrations of therotor unit, showing a bearing unit being securely fitted in a bore atthe center of the rotor unit, according to embodiments of the presentinvention.

FIG. 13c is a rear perspective view illustration of the rotor unit.

FIG. 13d is a front perspective view illustration of the rotor unit.

FIG. 14 is a front exploded perspective view illustration of theelectromagnet, and the magnetic-insulator, according to embodiments ofthe present invention.

FIG. 15 is a front exploded perspective view illustration of the rotorunit and the rotational-motion-receiving-unit, according to embodimentsof the present invention.

FIG. 16 is a rear perspective view illustration of therotational-motion-receiving-unit, according to embodiments of thepresent invention.

FIG. 17 is a rear perspective view illustration of therotational-motion-receiving-unit being securely attached to a first(front) end of the interface-shaft via a shaft-attachment-member, andthe vehicle's alternator being securely attached to the second (rear)end of interface-shaft via the shaft-attachment-member, according toembodiments of the present invention.

FIG. 18 is a side cross section AA′ view of the assembledelectricity-supply-interface apparatus, according to embodiments of thepresent invention.

FIG. 19 is a schematic flowchart diagram of a vehicle electricconditioning method, according to some embodiments of the presentinvention, wherein the method is operable when the vehicle's primaryfuel engine is not operating.

FIG. 20 is a schematic flowchart diagram of a vehicle electricconditioning method, according to some embodiments of the presentinvention, wherein the method is operable when the vehicle's hybrid orelectrical primary engine is not operating.

FIG. 21 is a schematic flowchart diagram of a vehicle battery chargingmethod, according to some embodiments of the present invention.

FIG. 22 is a schematic flowchart diagram of a front-impact-accident airconditioning method, according to some embodiments of the presentinvention.

DETAILED DESCRIPTION OF THE INVENTION

The present invention will now be described more fully hereinafter withreference to the accompanying drawings, in which the preferredembodiments of the invention are shown. This invention may, however, beembodied in many different forms and should not be construed as limitedto the embodiments set forth herein; rather, these embodiments areprovided so that this disclosure will be thorough and complete and willfully convey the scope of the invention to those skilled in the art.

An embodiment is an example or implementation of the inventions. Thevarious appearances of “one embodiment,” “an embodiment” or “someembodiments” do not necessarily all refer to the same embodiments.Although various features of the invention may be described in thecontext of a single embodiment, the features may also be providedseparately or in any suitable combination. Conversely, although theinvention may be described herein in the context of separate embodimentsfor clarity, the invention may also be implemented in a singleembodiment.

Reference in the specification to “one embodiment”, “an embodiment”,“some embodiments” or “other embodiments” means that a particularfeature, structure, or characteristic described in connection with theembodiments is included in at least one embodiment, but not necessarilyin all embodiments, of the inventions. It is understood that thephraseology and terminology employed herein are not to be construed aslimiting and are for descriptive purposes only.

Methods of the present invention may be implemented by performing orcompleting manually, automatically, or a combination thereof, selectedsteps or tasks. The order of performing some method steps may vary. Thedescriptions, examples, methods and materials presented in the claimsand the specification are not to be construed as limiting but rather asillustrative only.

Meanings of technical and scientific terms used herein are to becommonly understood, unless otherwise defined. The present invention canbe implemented for testing or practice with methods and materialsequivalent or similar to those described herein.

It should be noted that orientation related descriptions such as“front”, “rear”, “bottom”, “up”, “upper”, “down”, “lower”, “top” and thelike, assumes that the associated item is operationally situated withina vehicle situated on a ground surface.

Throughout this document, numerous textual and graphical references aremade to trademarks, and domain names. These trademarks and domain namesare the property of their respective owners, and are referenced only forexplanation purposes herein.

Reference is now made to the drawings. FIG. 1 is a schematic blockdiagram illustration of the components of an auxiliary vehicle airconditioning system 100, according to embodiments of the presentinvention, including an auxiliary air-conditioning sub-system. Auxiliaryair conditioning system 100 includes an auxiliary controller 110, acabin-temperature sensor 120, the vehicle's air-condition (A/C) unit 30having a thermal expansion valve, a pair of electric relay switches 140,the vehicle's compressor 50, an auxiliary compressor 150 coupled to beoperated by a motor 152, the vehicle's alternator 60, an auxiliaryalternator 160 coupled to be operated by an electric alternator-motor162, which alternator-motor 162 is operable by the vehicle's battery 40.Auxiliary controller 110 remains operable when the primary engine isturned OFF.

Typically, the vehicle air-condition system utilizes gas vapor thatflows in a closed loop. The pair of electric relay switches 140, whichwork in parallel, are set to allow either the vehicle's compressor 50 orthe auxiliary compressor 150 to compress the gas vapor refrigerant in aclosed loop. In normal operation, when the vehicle's air conditioningsystem operates in order, the pair of electric relay switches 140 areset to allow the vehicle's compressor 50 to flow the compressed gasvapor flow towards a condenser 80 via a first forwarding pipe 154 a, andto allow returning gas vapor to flow from A/C unit 30 back to thevehicle's compressor 50 via a first returning pipe 156 a. Similarly,when the auxiliary air conditioning system is operated, the pair ofelectric relay switches 140 are set to allow the auxiliary compressor150 to flow the compressed gas vapor flow towards condenser 80 via asecond forwarding pipe 154 b, and to allow returning gas vapor to flowfrom A/C unit 30 back to the auxiliary compressor 150 via a secondreturning pipe 156 b.

In normal operation, when the vehicle's air conditioning system is inorder, the pair of electric relay switches 140, which work in parallel,are set to allow the vehicle's compressor 50, which is activated by thevehicle's primary engine 20 via a pulley 52 and a belt 54, to make thecompressed gas vapor flow through the vehicle's condenser 80, which istypically cooled by the vehicle's fan 90, to thereby condense the vaporinto a liquid. The condensed and pressurized liquid refrigerant is thenthrough a thermal expansion valve in the vehicle's A/C unit 30, wherethe liquid refrigerant undergoes an abrupt reduction in pressure. Thatabrupt pressure reduction results in flash evaporation of a part of theliquid refrigerant, lowering its temperature. The cold refrigerant isthen typically routed through an evaporator coil. Typically, air is thenblown by the vehicle's blower 70 across the evaporator, causing theliquid part of the cold refrigerant mixture to evaporate as well,further lowering the temperature. The blown warm air is therefore cooleddown and in the process, also deprived of any humidity.

Auxiliary air conditioning system 100 is designed to cool down thepassengers' cabin, when the vehicle's primary engine 20 is turned OFF.Controller 110 monitors the ambient temperature inside the cabin isutilizing cabin-temperature sensor 120. Upon detecting that the ambienttemperature inside the cabin is above a preconfigured thresholdtemperature, controller 110 activates the auxiliary air conditioningsystem 100 to drive the temperature inside the cabin bellow thepreconfigured threshold temperature.

When the vehicle's primary engine 20 is turned OFF, controller 110monitors the ambient temperature inside the cabin is utilizingcabin-temperature sensor 120. Upon detecting that the ambienttemperature inside the cabin is above a preconfigured thresholdtemperature, controller 110 activates the pair of electric relayswitches 140, both in parallel, such as to disengage vehicle compressor50, and engage the auxiliary air-conditioning sub-system. When theauxiliary air conditioning system is operatively engaged, the pair ofelectric relay switches 140 are set to allow auxiliary compressor 150 toflow the compressed gas vapor flow towards condenser 80 via a secondforwarding pipe 154 b, and to allow returning gas vapor to flow from A/Cunit 30 back to the auxiliary compressor 150 via a second returning pipe156 b.

Preferably, motor 152 that is coupled to be operated auxiliarycompressor 150, is a stepper electric motor. By using a stepper electricmotor, when disengaging either the vehicle compressor 50 or theauxiliary compressor 150, no return pressure is built in the pipeschanneling the pressurized gas vapor.

Reference is now also made to FIG. 2a , showing a general schematicblock diagram illustration of the components of an auxiliary vehicle airconditioning system 200 a, wherein the vehicle's primary engine ishybrid powered engine, according to some embodiments of the presentinvention. The hybrid engine has a dual-engines configuration, includinga fuel engine 20 and an electric engine 25.

FIG. 2b is a general schematic block diagram illustration of thecomponents of an auxiliary vehicle air conditioning system 200 b,wherein the vehicle's primary engine is an electric powered engine 25,according to some embodiments of the present invention.

Both air conditioning systems 200 a and 200 b, wherein include anauxiliary controller 210 (210 a and 210 b), a cabin-temperature sensor120, the vehicle's air-condition (A/C) unit 30 having a thermalexpansion valve, the vehicle's compressor 50, the vehicle's alternator60, a second-auxiliary-compressor-motor 252 configured to operate theair conditioning compressor 50, an auxiliary alternator 160 coupled tobe operated by an electric alternator-motor 162, which electricalternator-motor 162 is operable by the vehicle's battery 40. Auxiliarycontroller 210 remains operable when the primary engine is turned OFF.

Typically, the vehicle's air-condition system utilizes gas vapor thatflows in a closed loop, wherein compressor 50 is configured to compressthe gas vapor refrigerant and wherein thesecond-auxiliary-compressor-motor 252 configured to operate the airconditioning compressor 50. When the vehicle's primary engine (20, 25)operates and the vehicle's air conditioning system is turned OFF,controller 210 is configured to detach second-auxiliary-compressor-motor252 from air conditioning compressor 50. In some embodiments, thesecond-auxiliary-compressor-motor 252 is operatively engaged with airconditioning compressor 50, for example, by an electromagnetic clutch254. When the vehicle's air conditioning system is turned ON,second-auxiliary-compressor-motor 252 is activated to thereby operateair conditioning compressor 50 by transmitting mechanically torquethereto. From the vehicle's compressor 50 the compressed gas vapor flowtowards condenser 80, wherein the condensed and pressurized liquidrefrigerant is then through a thermal expansion valve in the vehicle'sA/C unit 30, where the liquid refrigerant undergoes an abrupt reductionin pressure. The abrupt pressure reduction results in flash evaporationof a part of the liquid refrigerant, lowering its temperature. The coldrefrigerant is then typically routed through an evaporator coil.Typically, air is then blown by the vehicle's blower 70 across theevaporator, causing the liquid part of the cold refrigerant mixture toevaporate as well, further lowering the temperature. The blown warm airis therefore cooled down and in the process, also deprived of anyhumidity.

Auxiliary air conditioning system 100 is designed to cool down thepassengers' cabin, when the vehicle's primary engine 20 is turned OFF.Controller 110 monitors the ambient temperature inside the cabin isutilizing cabin-temperature sensor 120. Upon detecting that the ambienttemperature inside the cabin is above a preconfigured thresholdtemperature, controller 110 activates the auxiliary air conditioningsystem 100 to drive the temperature inside the cabin bellow thepreconfigured threshold temperature.

When the vehicle's primary engine 20 is turned OFF, controller 210monitors the ambient temperature inside the cabin is utilizingcabin-temperature sensor 120. Upon detecting that the ambienttemperature inside the cabin is above a preconfigured thresholdtemperature, controller 210 activates second-auxiliary-compressor-motor252 to thereby operate air conditioning compressor 50 by transmittingmechanically torque thereto.

Reference is now also made to FIG. 3, showing a schematic flowchartdiagram of a vehicle air conditioning method 300, according to someembodiments of the present invention, wherein method 300 is operablewhen the vehicle's primary engine is a fuel powered engine and is notoperating. Upon turning off the vehicle's primary engine 20 (Step 301),air conditioning method 300 proceeds as follows:

Step 310: continuously monitoring the temperature in the cabin of thevehicle.

-   -   Controller 110 continuously monitors the temperature inside the        cabin of the vehicle, using cabin-temperature sensor 120.        Step 315: checking if the ambient temperature inside the cabin        is above a preconfigured threshold temperature.    -   Controller 110 continuously checks if the ambient temperature        inside the cabin is above a preconfigured threshold temperature.        -   If the ambient temperature inside the cabin is not above the            preconfigured threshold temperature, then: optionally,            perform accident air conditioning method 600.        -   go back to Step 310.            Step 320: activating an auxiliary alternator.    -   Controller 110 has determined that the ambient temperature        inside the cabin is above the preconfigured threshold        temperature.    -   Controller 110 activates auxiliary alternator 160 by activating        the operatively coupled electric alternator-motor 162, wherein        auxiliary alternator 160 is configured to supply electricity to        required, electrically operated vehicle units.        Step 330: activating the blower.    -   Controller 110 activates a blower 70 by activating the        operatively coupled motor 72, for blowing air across the        evaporator and the cooled air into the passengers' cabin.        Step 340: activating the vehicle's fan.    -   Controller 110 activates vehicle's fan 90 by activating the        operatively coupled motor 92.        Step 350: activating both relay switches.    -   Controller 110 activates both electric relay switches 140.        Thereby, disengage the vehicle compressor 50 and engage the        auxiliary air-conditioning sub-system.        Step 360: activating the auxiliary compressor.    -   Controller 110 activates auxiliary compressor 150 by activating        the operatively coupled motor 152 that will now circulate the        gas vapor. Auxiliary compressor 150 substitutes the inactive        vehicle compressor 50.    -   The air condition is now operating, wherein the auxiliary        compressor 150 compresses gas vapor to, typically, flow through        condenser 80 to thereby condense the vapor into a liquid. The        condensed and pressurized liquid refrigerant is then through a        thermal expansion valve in the vehicle's A/C unit 30, where the        liquid refrigerant undergoes an abrupt reduction in pressure.        That pressure reduction results in flash evaporation of a part        of the liquid refrigerant, lowering its temperature. The cold        refrigerant is then routed through the evaporator coil into the        passengers' cabin. Typically, the air is then blown by blower 70        across the evaporator, causing the liquid part of the cold        refrigerant mixture to evaporate as well, further lowering the        temperature. The warm air is therefore cooled and, in the        process, also deprived of any humidity.    -   Furthermore, auxiliary alternator 160 supplies electricity to        all required units, including charging the vehicle's battery 40.        Step 370: continuously monitoring the temperature in the cabin        of the vehicle.    -   Controller 110 continuously monitors the temperature in the        cabin of the vehicle, using cabin-temperature sensor 120.        Step 375: checking if the ambient temperature inside the cabin        is above a preconfigured threshold temperature.    -   Controller 110 continuously checks if the ambient temperature        inside the cabin is still above a preconfigured threshold        temperature.    -   If the ambient temperature inside the cabin is still above the        preconfigured threshold temperature, go back to Step 370.        Step 380: turn OFF the auxiliary compressor.    -   Controller 110 turns OFF auxiliary compressor 150.        Step 382: turn OFF both switches.    -   Controller 110 turns OFF both switches 140.        Step 384: turn OFF the blower and the fan.    -   Controller 110 turns OFF blower 70 and fan 90.        Step 385: checking if the vehicle's primary engine is ON.    -   Controller 110 checks if the vehicle's primary engine 20 has        been turned ON.    -   If the vehicle's primary engine 20 is turned ON, go to Step 399.    -   Go to Step 310.        Step 399: exit.        (end of air conditioning method 300)

Reference is now also made to FIG. 4, showing a schematic flowchartdiagram of a vehicle air conditioning method 400, according to someembodiments of the present invention, wherein method 400 is operablewhen the vehicle's primary engine is an electric powered engine or ahybrid dual engine (fuel and electric) and is not operating. Uponturning off the vehicle's primary engine (25 or 20&25) (Step 401), airconditioning method 400 proceeds as follows:

Step 410: continuously monitoring the temperature in the cabin of thevehicle.

-   -   Controller 210 continuously monitors the temperature inside the        cabin of the vehicle, using cabin-temperature sensor 120.        Step 415: checking if the ambient temperature inside the cabin        is above a preconfigured threshold temperature.    -   Controller 210 continuously checks if the ambient temperature        inside the cabin is above a preconfigured threshold temperature.    -   If the ambient temperature inside the cabin is not above the        preconfigured threshold temperature, then:        -   optionally, perform accident air conditioning method 600;            and        -   go back to Step 410.            Step 420: activating an auxiliary alternator.    -   Controller 210 has determined that the ambient temperature        inside the cabin is above the preconfigured threshold        temperature.    -   Controller 210 activates auxiliary alternator 160 by activating        the operatively coupled electric alternator-motor 162, wherein        auxiliary alternator 160 is configured to supply electricity to        required, electrically operated vehicle units.        Step 430: activating the blower.    -   Controller 210 activating a blower 70 by activating the        operatively coupled motor 72, respectively, for blowing air        across the evaporator and the cooled air into the passengers'        cabin.        Step 440: activating the vehicle's fan.    -   Controller 210 activating vehicle's fan 90 by activating the        operatively coupled motor 92.        Step 460: activating the compressor.    -   Controller 210 activates the vehicle's compressor 50 by        activating second-auxiliary-compressor-motor 252 that        operatively transmits mechanically torque to compressor 50.    -   Furthermore, auxiliary alternator 160 supplies electricity to        all required units, including charging the vehicle's battery 40.        Step 470: continuously monitoring the temperature in the cabin        of the vehicle.    -   Controller 110 continuously monitors the temperature in the        cabin of the vehicle, using cabin-temperature sensor 120.        Step 475: checking if the ambient temperature inside the cabin        is above a preconfigured threshold temperature.    -   Controller 110 continuously checks if the ambient temperature        inside the cabin is still above a preconfigured threshold        temperature.    -   If the ambient temperature inside the cabin is still above the        preconfigured threshold temperature, go back to Step 470.        Step 480: optionally, turn OFF the compressor.    -   Controller 210 may turn OFF compressor 50 by activating        second-auxiliary-compressor-motor 252.        Step 484: turn OFF the blower and the fan.    -   Controller 110 turns OFF blower 70 and fan 90.        Step 485: checking if the vehicle's primary engine is ON.    -   Controller 110 checks if the vehicle's primary engine has been        turned ON.    -   If the vehicle's primary engine is turned ON, go to Step 499.    -   Go to Step 410.        Step 499: exit.        (end of air conditioning method 400)

Auxiliary battery charging and air conditioning system 100 is furtherdesigned to charge the vehicle's battery 40 upon determining that thebattery 40 is bellow a preconfigured threshold level. This task may beperformed regardless of the vehicle's primary engine 20 being ON or OFF.

Reference is now also made to FIG. 5, showing a schematic flowchartdiagram of a vehicle battery charging method 500, according to someembodiments of the present invention, wherein method 500 is operableregardless of the vehicle's primary engine 20 being ON or OFF. Vehiclebattery charging method 500 proceeds as follows:

Step 505: checking if the vehicle's primary engine is ON or OFF.

-   -   Controller 110 checks if the vehicle's primary engine 20 is        turned ON or OFF.    -   If the vehicle's primary engine 20 is turned ON, go to Step 550.        Step 510: continuously monitoring the battery charging level.    -   Controller 110 has determined that the vehicle's primary engine        20 is turned ON.    -   Controller 110 continuously checks if the battery charging level        of battery 40.        Step 515: checking if the battery charging level of the battery        is bellow a preconfigured threshold level.    -   Controller 110 checks if the battery charging level of battery        40 is bellow a preconfigured threshold level.    -   If the battery charging level of the battery is above a        preconfigured threshold level, go to Step 505.        Step 525: checking if the vehicle's primary engine is ON or OFF.    -   Controller 110 has determined that the battery charging level of        the battery is not above a preconfigured threshold level.    -   Controller 110 checks if the charging amperage is above a        preconfigured amperage threshold.    -   If the charging amperage is above a preconfigured amperage        threshold, go to Step 505.        Step 530: activating the auxiliary alternator.    -   Controller 110 has determined that the battery charging level of        the battery is not above a preconfigured threshold level, and        that the charging amperage is not above a preconfigured amperage        threshold.    -   Controller 110 activates the auxiliary alternator 160 to join        the vehicle's alternator 60 in charging the vehicle's battery        40.        Step 550: continuously monitoring the battery charging level.    -   Controller 110 has determined that the vehicle's primary engine        20 is turned OFF.    -   Controller 110 continuously checks if the battery charging level        of battery 40.        Step 555: checking if the battery charging level of the battery        is bellow a preconfigured threshold level.    -   Controller 110 checks if the battery charging level of battery        40 is bellow a preconfigured threshold level.    -   If the battery charging level of the battery is above a        preconfigured threshold level, go to Step 505.        Step 560: activating the auxiliary alternator.    -   Controller 110 has determined that the battery charging level of        the battery is not above a preconfigured threshold level, and        the charging amperage is not above a preconfigured amperage        threshold.    -   Controller 110 activates the auxiliary alternator 160 to join        the vehicle's alternator 60 in charging the vehicle's battery        40.    -   go to Step 505.        (end of battery charging method 500)

Reference is now also made to FIG. 6, showing a schematic flowchartdiagram of a side-impact-accident air conditioning method 600, accordingto some embodiments of the present invention. Method 600 is operableindependently or integrally with either vehicle air conditioning method300 or vehicle air conditioning method 400, wherein, for example, thesteps of sub-method 600 are performed before or after Step 315 or 415,respectively. Accident air conditioning sub-method 600 proceeds asfollows:

Step 610: continuously monitoring the status of each of the vehicle'sside airbags.

-   -   Controller 110 continuously monitors the side airbags of the        vehicle.        Step 615: checking if any of the vehicle's side airbags has been        activated.    -   Controller 110 continuously checks if any side airbag has been        activated.    -   The activation of a side airbag indicates that a passenger may        be lock inside the vehicle.    -   If no side airbag has been activated, go to Step 699.        Step 620: activating the auxiliary A/C system.    -   Controller 110 has determined that a side airbag has been        activated.    -   Go to Step 320 or 420 of vehicle air conditioning method 300 or        400, respectively.        Step 699: exit.        (end of accident air conditioning method 600)

Reference is now made to the drawings. FIG. 7 is a schematic blockdiagram illustration of the components of a vehicle electric and airconditioning system 700, according to embodiments of the presentinvention, including electricity-supply-interface apparatus 750 and analternative alternator-motor 760, the alternative alternator-motor 760being typically, with no limitations, a stepper-type electric motor.

Vehicle electric and air conditioning system 700 operates similarly toauxiliary air conditioning system 100, except that the vehicle'salternator 60 may be operated by either the vehicle's primary engine(20, 25) or by alternative alternator-motor 760. Hence, auxiliaryelectric and air conditioning system 700 includes an auxiliarycontroller 710, a cabin-temperature sensor 120, the vehicle'sair-condition (A/C) unit 30 having a thermal expansion valve, a pair ofelectric relay switches 140, the vehicle's A/C compressor 50, anauxiliary compressor 150 coupled to be operated by a motor 152, thevehicle's alternator 60 that may optionally be replaced by a differentalternator, and the vehicle's battery 40. Auxiliary controller 710remains operable when the primary engine is turned OFF.

Auxiliary electric and air conditioning system 700 is designed to cooldown the passengers' cabin, when the vehicle's primary engine 20 isturned OFF. Controller 710 monitors the ambient temperature inside thecabin is utilizing cabin-temperature sensor 120. Upon detecting that theambient temperature inside the cabin is above a preconfigured thresholdtemperature, controller 710 activates the auxiliary electric and airconditioning system 700 to drive the temperature inside the cabin bellowthe preconfigured threshold temperature.

Typically, as in auxiliary vehicle air conditioning system 100, thevehicle's air-condition system utilizes gas vapor that flows in a closedloop. The pair of electric relay switches 140, which work in parallel,are set to allow either the vehicle's compressor 50 or the auxiliarycompressor 150 to compress the gas vapor refrigerant in a closed loop.In normal operation, when the vehicle's air conditioning system operatesin order, the pair of electric relay switches 140 are set to allow thevehicle's compressor 50 to flow the compressed gas vapor flow towards acondenser 80 via a first forwarding pipe 154 a, and to allow returninggas vapor to flow from A/C unit 30 back to the vehicle's compressor 50via a first returning pipe 156 a. Similarly, when the auxiliary airconditioning system is operated, the pair of electric relay switches 140are set to allow the auxiliary compressor 150 to flow the compressed gasvapor flow towards condenser 80 via a second forwarding pipe 154 b, andto allow returning gas vapor to flow from A/C unit 30 back to theauxiliary compressor 150 via a second returning pipe 156 b.

When the vehicle's primary engine 20 is turned OFF, controller 710monitors the ambient temperature inside the cabin is utilizingcabin-temperature sensor 120. Upon detecting that the ambienttemperature inside the cabin is above a preconfigured thresholdtemperature, controller 710 activates the pair of electric relayswitches 140, both in parallel, such as to disengage vehicle compressor50, and engage the auxiliary air-conditioning sub-system.

Preferably, motor 152 that is coupled to operate auxiliary compressor150, is a stepper electric motor. By using a stepper electric motor,when disengaging either the vehicle compressor 50 or the auxiliarycompressor 150, no return pressure is built in the pipes channeling thepressurized gas vapor.

Reference is also made to FIG. 8a , showing a general schematic blockdiagram illustration of the components of a vehicle electric and airconditioning system 800 a, according to some embodiments of the presentinvention, including an electricity-supply-interface apparatus 750 andan alternative alternator-motor 760. Auxiliary electric and airconditioning system 700 includes an auxiliary controller 710, acabin-temperature sensor 120, the vehicle's air-condition (A/C) unit 30,the vehicle's A/C compressor 50, the vehicle's alternator 60 that mayoptionally be replaced by a different alternator 60, and the vehicle'sbattery 40. Alternator 60 is constantly and continuously operated by thevehicle's hybrid powered engine (20, 25) typically via a belt 54 and aplain pully 62, configured to operate alternator 60 (see FIG. 2a ).

Vehicle electric and air conditioning system 700 is further designed,when the primary engine (20 and/or 25) is turned OFF, to charge thevehicle's battery 40 upon determining that the battery 40 is bellow apreconfigured threshold level.

Reference is also made to FIG. 8b , showing a general schematic blockdiagram illustration of the components of a vehicle electric and airconditioning system 800 b, according to some embodiments of the presentinvention, including an electricity-supply-interface apparatus 750 andan alternative alternator-motor 760. Electric and air conditioningsystem 700 includes an auxiliary controller 710, a cabin-temperaturesensor 120, the vehicle's air-condition (A/C) unit 30, the vehicle's A/Ccompressor 50, the vehicle's alternator 60, and the vehicle's battery40. In normal operation, the vehicle's alternator 60 is constantly andcontinuously operated by the vehicle's electric powered engine 25,typically via a belt 54 and a plain pully 62, configured to operate (seeFIG. 2b ).

According to the electricity-supply-interface apparatus 750 basedembodiments of the present invention, the conventional plain pully 62 isreplaced by electricity-supply-interface apparatus 750, configured toprovide electricity both when the vehicles primary engine (20 and/or 25)is turned either ON or OFF.

Reference is now also made to FIGS. 9a -18, illustrating an exampleelectricity-supply-interface apparatus 750, according to embodiments ofthe present invention.

FIG. 9a illustrates a front perspective view of assembled example ofelectricity-supply-interface apparatus 750, interfaced with thevehicle's alternator 60. FIG. 9b is a rear perspective view illustrationof the assembled example of electricity-supply-interface apparatus 750,interfaced with the vehicle's alternator 60. FIG. 10 is an exploded sideview illustration of electricity-supply-interface apparatus 750,interfaced with the vehicle's alternator 60, according to embodiments ofthe present invention. FIG. 11a is an exploded front perspective view ofelectricity-supply-interface apparatus 750, interfaced with thevehicle's alternator 60, according to embodiments of the presentinvention. FIG. 11b is an exploded rear perspective view ofelectricity-supply-interface apparatus 750, interfaced with thevehicle's alternator 60, according to embodiments of the presentinvention.

Electricity-supply-interface apparatus 750 includes an interface-shaft761, a magnetic-insulator 752, an electromagnet 754, a bearing unit 755,a rotor unit 756 and a rotational-motion-receiving-unit 758.Interface-shaft 761 includes a wide rear portion 7611 and a narrowerfront portion 7613, wherein a step 7612 is formed therebetween the widerear portion 7611 and the narrower front portion 7613 (see, for exampleFIG. 10).

FIGS. 12 and 13 a-13 b are exploded side perspective views illustrationof rotor unit 756, showing bearing unit 755 being securely fitted inbore 7565 at the center of rotor unit 756, according to embodiments ofthe present invention. FIG. 13c is a rear perspective view illustrationof rotor unit 756, while FIG. 13d is a front perspective viewillustration of rotor unit 756.

Rotor unit 756 further includes a pully section 7561 configure tooperatively receive belt 54, wherein pully section 7561 is located onthe circumferential surface of rotor unit 756, typically with nolimitations, at the side facing alternative alternator-motor 760. Rotorunit 756 further includes an annular groove 7567 configure to receivethe annularly shaped electromagnet 754, wherein annular groove 7567 istypically located, with no limitations, at the side facing alternator60. Annular groove 7567 terminates at divider-wall 7564, that subdividesthe cylindrical inner space of rotor unit 756. The hollow space 7569formed on the other, frontal side of divider-wall 7564, is configured toaccommodate rotational-motion-receiving-unit 758. At least twoco-annular-through-slotted segments 7563 are formed in divider-wall7564, which co-annular-through-slotted segments 7563 are configured toaccommodate driving pins 765 (see, for example, FIGS. 9a and 11a ).

FIG. 14 is a front exploded perspective view illustration ofelectromagnet 754, and magnetic-insulator 752, according to embodimentsof the present invention. On the side facing magnetic-insulator 752,electromagnet 754 include a protrusion 753 that is operatively facing adent 751, formed in the face of magnetic-insulator 752 facingelectromagnet 754, wherein dent 751 is configured to operatively andfittingly accommodate protrusion 753.

FIG. 15 is a front exploded perspective view illustration of rotor unit756 and rotational-motion-receiving-unit 758, according to embodimentsof the present invention. FIG. 16 is a rear perspective viewillustration of rotational-motion-receiving-unit 758, according toembodiments of the present invention. Rotational-motion-receiving-unit758 includes a rotational-plate 7582, having at least two balancingweighs 7581 attached thereon, at least one driving pin 765 and ashaft-attachment-member 7585.

FIG. 17 is a rear perspective view illustration ofrotational-motion-receiving-unit 758 being securely attached to a first(front) end of interface-shaft 761 via shaft-attachment-member 7585, andthe vehicle's alternator 60 being securely attached to the second (rear)end of interface-shaft 761 via shaft-attachment-member 7615 (see, forexample FIG. 10), according to embodiments of the present invention.

FIG. 18 is a side cross section AA′ view of the assembledelectricity-supply-interface apparatus 750, according to embodiments ofthe present invention. When assembling electricity-supply-interfaceapparatus 750, rotational-motion-receiving-unit 758 is securely attachedto the first (front) end of interface-shaft 761 and the vehicle'salternator 60 is securely attached to the second (rear) end ofinterface-shaft 761, as shown in FIG. 17 and described hereabove,rotational-motion-receiving-unit 758 is configured to receive rotationalmotion either from the vehicle's primary engine (20, 25) or fromalternative alternator-motor 760. Hence, whenrotational-motion-receiving-unit 758 receives rotational motion, therotational motion is transferred via securely attached interface-shaft761 to the vehicle's alternator 60, to thereby generate electricity toprovide electric power to various units of the vehicle, including thevehicle's A/C system, the auxiliary controller (710, 810), as well ascharging the vehicle's battery 40.

When electricity-supply-interface apparatus 750 is assembled,magnetic-insulator 752 is operatively positioned adjacently to step7612, serving as a stopper to, preventing magnetic-insulator 752 frommoving towards the vehicle's alternator 60. Electromagnet 754 ispositioned adjacently to magnetic-insulator 752, protrusion 753 isaccommodated inside dent 751. Cylindrical electromagnet 754 is furtheraccommodated inside annular groove 7567 of rotor unit 756.Rotational-motion-receiving-unit 758 is accommodated inside the hollowspace 7569 formed at the frontal side of divider-wall 7564.

Referring back also to FIGS. 7, 8 a and 8 b, when the vehicle's primaryengine (20, 25) is operating, the auxiliary controller (710, 810)activates electromagnet 754 to thereby forcefully attach, by the formedmagnetic field, the rotational-motion-receiving-unit 758 to rotor unit756. Furthermore, driving pins 765 are forced to move, by apreconfigured distance towards electromagnet 754, through the respectiveco-annular-through-slotted segments 7563 that are formed in divider-wall7564.

The activated primary engine (20, 25) drives belt 54, that isoperatively engaged with the circumferential surface of pully section7561, to thereby rotate rotor unit 756 about bearing unit 755. Therotating rotor unit 756 rotates driving pins 765 and thereby rotaterotational-motion-receiving-unit 758. Rotational-motion-receiving-unit758 rotates the securely attached interface-shaft 761 and the vehicle'salternator 60. The activated alternator 60 generate electricity toprovide electric power to various units of the vehicle, including thevehicle's A/C system, the auxiliary controller (710, 810), as well ascharging the vehicle's battery 40.

It should be noted that magnetic-insulator 752 is made of non-magnetizedmaterials, such as Aluminum, to prevent the magnetic field, formed byelectromagnet 754, from imposing unwanted damages.

When the vehicle's primary engine (20, 25) is turned OFF, the auxiliarycontroller (710, 810) deactivates electromagnet 754 to thereby reliefrotational-motion-receiving-unit 758 from rotor unit 756, includingrelieving driving pins 765 the move back by a biasing force such as aspring, bringing driving pins 765 to a position in which alternativealternator-motor 760 may engage driving pins 765, using a mechanicalinterface, for example mechanical interface 762 having through bores7628 configured to receive driving pin 765, to thereby rotaterotational-motion-receiving-unit 758. Rotational-motion-receiving-unit758 rotates the securely attached interface-shaft 761 and the vehicle'salternator 60. The activated alternator 60 generate electricity toprovide electric power to various units of the vehicle, including thevehicle's A/C system, the auxiliary controller (710, 810), as well ascharging the vehicle's battery 40.

Reference is now also made to FIG. 19, showing a schematic flowchartdiagram of a vehicle electric conditioning method 900, according to someembodiments of the present invention, wherein method 900 is operablewhen the vehicle's primary engine is not operating. Upon turning off thevehicle's fuel powered primary engine 20 (Step 901), vehicle electricconditioning method 900 proceeds as follows:

Step 910: continuously monitoring the temperature in the cabin of thevehicle.

-   -   Controller 710 continuously monitors the temperature inside the        cabin of the vehicle, using cabin-temperature sensor 120.        Step 915: checking if the ambient temperature inside the cabin        is above a preconfigured threshold temperature.    -   Controller 710 continuously checks if the ambient temperature        inside the cabin is above a preconfigured threshold temperature.    -   If the ambient temperature inside the cabin is not above the        preconfigured threshold temperature, then:        -   optionally, perform accident air conditioning method 600;            and        -   go back to Step 910.            Step 920: deactivating the electromagnet and activating the            alternative alternator-motor.    -   Controller 710 has determined that the ambient temperature        inside the cabin is above the preconfigured threshold        temperature.    -   Controller 710 deactivating the electromagnet 754 and activating        the alternative electric alternator-motor 760, to thereby        continue activating alternator 60 by alternative electric        alternator-motor 760, in order to provide electricity to all        required units.        Step 930: activating the blower.    -   Controller 710 activates blower 70 by activating the operatively        coupled motor 72, for blowing air across the evaporator and the        cooled air into the passengers' cabin.        Step 940: activating the vehicle's fan.    -   Controller 710 activates vehicle's fan 90 by activating the        operatively coupled motor 92.        Step 950: activating both relay switches.    -   Controller 710 activates both electric relay switches 140.        Thereby, disengage the vehicle compressor 50 and engage the        auxiliary air-conditioning sub-system.        Step 960: activating the auxiliary compressor.    -   Controller 710 activates auxiliary compressor 150 by activating        the operatively coupled motor 152 that will now circulate the        gas vapor. Auxiliary compressor 150 substitutes the inactive        vehicle compressor 50.    -   The air condition is now operating, wherein the auxiliary        compressor 150 compresses gas vapor to, typically, flow through        condenser 80 to thereby condense the vapor into a liquid. The        condensed and pressurized liquid refrigerant is then routed        through a thermal expansion valve in the vehicle's A/C unit 30,        where the liquid refrigerant undergoes an abrupt reduction in        pressure. That pressure reduction results in flash evaporation        of a part of the liquid refrigerant, lowering its temperature.        The cold refrigerant is then routed through the evaporator coil        into the passengers' cabin. Typically, the air is then blown by        blower 70 across the evaporator, causing the liquid part of the        cold refrigerant mixture to evaporate as well, further lowering        the temperature. The warm air is therefore cooled and, in the        process, also deprived of any humidity.    -   It should be noted that alternator 60 continuously supplies        electricity to all required units, including charging the        vehicle's battery 40.        Step 970: continuously monitoring the temperature in the cabin        of the vehicle.    -   Controller 710 continuously monitors the temperature in the        cabin of the vehicle, using cabin-temperature sensor 120.        Step 975: checking if the ambient temperature inside the cabin        is above a preconfigured threshold temperature.    -   Controller 710 continuously checks if the ambient temperature        inside the cabin is still above a preconfigured threshold        temperature.    -   If the ambient temperature inside the cabin is still above the        preconfigured threshold temperature, go back to Step 970.        Step 980: optionally, turn OFF the auxiliary compressor.    -   Controller 710 turns OFF auxiliary compressor 150.        Step 982: turn OFF both switches.    -   Controller 710 turns OFF both switches 140.        Step 984: turn OFF the blower and the fan.    -   Controller 710 turns OFF blower 70 and fan 90.        Step 985: checking if the vehicle's primary engine is ON.    -   Controller 710 checks if the vehicle's primary engine has been        turned ON.    -   If the vehicle's primary engine is still OFF, go to Step 910.        Step 990: activating the electromagnet and deactivating the        alternative alternator-motor.    -   Controller 110 has determined that the primary engine 20 has        been turned ON.    -   Controller 710 activating the electromagnet 754 and deactivating        the alternative electric alternator-motor 760, to thereby        continue activating alternator 60 by primary engine 20, in order        to provide electricity to all required units.        Step 999: exit.        (end of air conditioning method 900)

Reference is now also made to FIG. 20, showing a schematic flowchartdiagram of a vehicle electric conditioning method 1200, according tosome embodiments of the present invention, wherein method 400 isoperable when the vehicle's primary engine is an electric powered engineor a hybrid dual engine (fuel and electric) and is not operating. Uponturning off the vehicle's primary engine (25 or 20&25) (Step 1201),vehicle electric conditioning method 1200 proceeds as follows:

Step 1210: continuously monitoring the temperature in the cabin of thevehicle.

-   -   Controller 810 continuously monitors the temperature inside the        cabin of the vehicle, using cabin-temperature sensor 120.        Step 1215: checking if the ambient temperature inside the cabin        is above a preconfigured threshold temperature.    -   Controller 810 continuously checks if the ambient temperature        inside the cabin is above a preconfigured threshold temperature.    -   If the ambient temperature inside the cabin is not above the        preconfigured threshold temperature, then:        -   optionally, perform accident air conditioning method 600;            and        -   go back to Step 1210.            Step 1220: deactivating the electromagnet and activating the            alternative electric alternator-motor 760 associated with            alternator 60.    -   Controller 810 has determined that the ambient temperature        inside the cabin is above the preconfigured threshold        temperature.    -   Controller 810 deactivating the electromagnet 754 and activating        the alternative electric alternator-motor 760, to thereby        continue activating alternator 60 by alternative electric        alternator-motor 760, in order to provide electricity to all        required units.        Step 1230: activating the blower.    -   Controller 810 activates blower 70 by activating the operatively        coupled motor 72, for blowing air across the evaporator and the        cooled air into the passengers' cabin.        Step 1240: activating the vehicle's fan.    -   Controller 810 activates vehicle's fan 90 by activating the        operatively coupled motor 92.        Step 1250: activating both relay switches.    -   Controller 810 activates both electric relay switches 140.        Thereby, disengage the vehicle compressor 50 and engage the        auxiliary air-conditioning sub-system.        Step 1260: activating the auxiliary compressor.    -   Controller 810 activates auxiliary compressor 150 by activating        the operatively coupled motor 152 that will now circulate the        gas vapor. Auxiliary compressor 150 substitutes the inactive        vehicle compressor 50.    -   The air condition is now operating, wherein the auxiliary        compressor 150 compresses gas vapor to, typically, flow through        condenser 80 to thereby condense the vapor into a liquid. The        condensed and pressurized liquid refrigerant is then routed        through a thermal expansion valve in the vehicle's A/C unit 30,        where the liquid refrigerant undergoes an abrupt reduction in        pressure. That pressure reduction results in flash evaporation        of a part of the liquid refrigerant, lowering its temperature.        The cold refrigerant is then routed through the evaporator coil        into the passengers' cabin. Typically, the air is then blown by        blower 70 across the evaporator, causing the liquid part of the        cold refrigerant mixture to evaporate as well, further lowering        the temperature. The warm air is therefore cooled and, in the        process, also deprived of any humidity.    -   It should be noted that alternator 60 continuously supplies        electricity to all required units, including charging the        vehicle's battery 40.        Step 1270: continuously monitoring the temperature in the cabin        of the vehicle.    -   Controller 810 continuously monitors the temperature in the        cabin of the vehicle, using cabin-temperature sensor 120.        Step 1275: checking if the ambient temperature inside the cabin        is above a preconfigured threshold temperature.    -   Controller 810 continuously checks if the ambient temperature        inside the cabin is still above a preconfigured threshold        temperature.    -   If the ambient temperature inside the cabin is still above the        preconfigured threshold temperature, go back to Step 1270.        Step 1280: optionally, turn OFF the auxiliary compressor.    -   Controller 810 turns OFF auxiliary compressor 150.        Step 1282: turn OFF both switches.    -   Controller 810 turns OFF both switches 140.        Step 1284: turn OFF the blower and the fan.    -   Controller 810 turns OFF blower 70 and fan 90.        Step 1285: checking if the vehicle's primary engine is ON.    -   Controller 810 checks if the vehicle's primary engine has been        turned ON.    -   If the vehicle's primary engine is still OFF, go to Step 1210.        Step 1290: activating the electromagnet and deactivating the        alternative alternator-motor.    -   Controller 810 has determined that the primary engine (25 or        20&25) has been turned ON.    -   Controller 810 activating the electromagnet 754 and deactivating        the alternative electric alternator-motor 760, to thereby        continue activating alternator 60 by primary engine (25 or        20&25), in order to provide electricity to all required units.        Step 1299: exit.        (end of air conditioning method 1200)

Reference is now also made to FIG. 21, showing a schematic flowchartdiagram of a vehicle battery charging method 1000, according to someembodiments of the present invention. Vehicle battery charging method1000 proceeds as follows:

Step 1005: checking if the vehicle's primary engine is ON or OFF.

-   -   Controller (710/810) checks if the vehicle's primary engine is        turned ON or OFF.    -   If the vehicle's primary engine is turned ON, go to Step 1099,        to exit.        Step 1050: continuously monitoring the battery charging level.    -   Controller (710/810) has determined that the vehicle's primary        engine 20 is turned OFF.    -   Controller (710/810) continuously checks if the battery charging        level of battery 40.        Step 1055: checking if the battery charging level of the battery        is bellow a preconfigured threshold level.    -   Controller (710/810) checks if the battery charging level of        battery 40 is bellow a preconfigured threshold level.    -   If the battery charging level of the battery is above a        preconfigured threshold level, go to Step 1005.        Step 1060: activating the vehicle's alternator.    -   Controller (710/810) has determined that the battery charging        level of the battery is not above a preconfigured threshold        level.    -   Controller (710/810) activates the vehicle's alternator 60 to        charge the vehicle's battery 40.    -   go to Step 1005.        (end of battery charging method 1000)

Reference is now also made to FIG. 22, showing a schematic flowchartdiagram of a front-impact-accident air conditioning method 1100,according to some embodiments of the present invention. Accident airconditioning sub-method 1100 proceeds as follows:

Step 1110: continuously monitoring the status of each of the vehicle'sfront airbags.

-   -   Controller (710/810) continuously monitors the front airbags of        the vehicle.        Step 1115: checking if any of the vehicle's front airbags has        been activated.    -   Controller (710/810) continuously checks if any front airbag has        been activated.    -   The activation of a front airbag indicates that a passenger may        be lock inside the vehicle.    -   If no front airbag has been activated, go to Step 1199.        Step 1120: turning OFF the primary engine.    -   Controller (710/810) turns OFF the primary engine.        Step 1130: turning OFF the vehicle's alternator.    -   Controller (710/810) turns OFF the vehicle's alternator 60.        Step 1140: disconnecting the battery.    -   Controller (710/810) disconnects the vehicle's battery 40, in        fear for leaking gasoline.        Step 1199: exit.        (end of accident air conditioning method 1100)

Although the present invention has been described with reference to thepreferred embodiment and examples thereof, it will be understood thatthe invention is not limited to the details thereof. Varioussubstitutions and modifications have been suggested in the foregoingdescription, and others will occur to those of ordinary skill in theart. Therefore, all such substitutions and modifications are intended tobe embraced within the scope of the invention as defined in thefollowing claims.

1-22. (canceled)
 23. An auxiliary system for a vehicle having a primaryengine and an air conditioning system, the vehicle's air conditioningsystem having: a mechanically driven air conditioning compressor; analternator; a condenser that is operatively coupled with a fan that isoperated by a fan-motor; a battery; an A/C unit; and a blower coupled tobe operated by a blower-motor, said auxiliary system comprises: anauxiliary controller that remains operable when the primary engine isturned OFF; a cabin-temperature sensor; and an auxiliary electricalternator-motor coupled to operate an auxiliary alternator, whereinsaid auxiliary electric alternator-motor is operable by the battery, andwherein said auxiliary alternator is configured to recharge the battery,wherein when the primary engine is a fuel powered engine, said auxiliarysystem further comprises: an auxiliary compressor coupled to be operatedby a first-auxiliary-compressor-motor; and a pair of electric relayswitches having first electric relay switch and a second electric relayswitch, wherein said first electric relay switch is configured to routecompressed gas vapor either from the vehicle's air conditioningcompressor or from said auxiliary compressor towards the A/C unit, andsaid second electric relay switch is configured to route returning gasvapor from the vehicle's A/C unit, either towards the vehicle's airconditioning compressor or towards said auxiliary compressor, whereinupon turning OFF the fuel powered primary engine, said auxiliarycontroller is configured to start monitoring the ambient temperatureinside the passengers' cabin of the vehicle, utilizing saidcabin-temperature sensor; wherein the fan-motor, the blower-motor, saidauxiliary electric alternator-motor and saidfirst-auxiliary-compressor-motor are in operational communication flowwith said auxiliary controller, and upon determining that the ambienttemperature inside the cabin is above a preconfigured thresholdtemperature, said auxiliary controller is configured to activate saidauxiliary' electric alternator-motor, the blower, the fan, and saidauxiliary compressor, wherein said auxiliary electric alternator-motoractivates said auxiliary alternator, and wherein said electric relayswitches route compressed gas vapor from said auxiliary compressortowards the A/C unit, and route returning gas vapor from the A/C unittowards said auxiliary' compressor; and wherein when the primary engineis an electric powered engine, or the vehicle is operated by adual-engines configuration, then upon turning OFF the primary engine,said auxiliary system further comprises asecond-auxiliary-compressor-motor configured to operate the vehicle'sair conditioning compressor; and upon determining that the ambienttemperature inside the cabin is above a preconfigured thresholdtemperature, said auxiliary controller is configured to activate saidauxiliary electric alternator-motor that activates said auxiliaryalternator, the blower, the fan and saidsecond-auxiliary-compressor-motor, to thereby activate the airconditioning compressor and thereby activated the vehicle's airconditioning system.
 24. The auxiliary system of claim 23, wherein whenthe primary engine is a fuel powered engine and the primary engine ispowered OFF, upon determining that the ambient temperature inside thecabin is not above said preconfigured threshold temperature saidauxiliary controller deactivates said auxiliary compressor.
 25. Theauxiliary system of claim 23, wherein when the primary engine is anelectric powered engine, or the vehicle is operated by a dual-enginesconfiguration, and the primary' engine is powered OFF, upon determiningthat the ambient temperature inside the cabin is not above saidpreconfigured threshold temperature said auxiliary controllerdeactivates said second-auxiliary-compressor-motor to thereby deactivatethe air conditioning compressor.
 26. The auxiliary system of claim 23,wherein said second-auxiliary-compressor-motor activates the airconditioning compressor using an electromagnetic clutch.
 27. A vehicleair conditioning method for air conditioning the passengers' cabin ofthe vehicle when the primary engine is not operating, the methodcomprising the steps of: providing an auxiliary system as in claim 23;continuously monitoring the temperature in the cabin of the passengers'vehicle by said auxiliary controller, using said cabin-temperaturesensor; determining that the ambient temperature inside the cabin isabove a preconfigured threshold temperature; and upon determining thatthe ambient temperature inside the cabin is above said preconfiguredthreshold temperature, if the primary engine is a fuel powered engine,activating said auxiliary alternator, the blower, the fan, said electricrelay switches and said auxiliary compressor, to thereby routecompressed gas vapor from said auxiliary compressor towards the A/Cunit, and route returning gas vapor from the A/C unit towards saidauxiliary compressor, and thereby drive down the temperature inside thecabin; and if the primary engine is the primary engine is an electricpowered engine or the vehicle is operated by a dual-enginesconfiguration, activating said auxiliary alternator, the blower, the fanand said second-auxiliary-compressor-motor, to thereby activate the airconditioning compressor and thereby activated the vehicle's airconditioning system, to thereby drive down the temperature inside thecabin.
 28. The vehicle air conditioning method of claim 27 furthercomprises the step of: continue monitoring the temperature in thepassengers' cabin of the vehicle and determining that the ambienttemperature inside the cabin is not above a preconfigured thresholdtemperature, if the primary engine is a fuel powered engine,deactivating said auxiliary compressor and then said electric relayswitches, to thereby route compressed gas vapor from the vehicle'scompressor towards the A/C unit, and route returning gas vapor from theA/C unit towards the vehicle's compressor; and deactivating saidauxiliary alternator, the blower and the fan.
 29. The vehicle airconditioning method of claim 27, wherein upon turning ON the vehicle'sprimary engine, the primary engine being a fuel only powered engine,said method further comprises the step of: deactivating said auxiliarycompressor, said auxiliary alternator, the blower, the fan and saidelectric relay switches, to thereby route compressed gas vapor from thevehicle's compressor towards the A/C unit, and route returning gas vaporfrom the A/C unit towards the vehicle's compressor.
 30. The vehicle airconditioning method of any one of claim 27, while monitoring thetemperature inside the vehicle's passengers' cabin, further comprisesthe step of: continuously monitoring the status of any one of thevehicle's side air-bags; and upon determining that any one of thevehicle's side air-bags has been activated, activating the auxiliarysystem.
 31. A vehicle battery charging method comprising the steps of:providing an auxiliary system as in claim 23; continuously monitoringthe battery charging level of the vehicle's battery by said auxiliarycontroller; and upon determining that the battery charging level of thebattery is not above a preconfigured charging threshold level, then: ifthe primary engine is turned OFF, activating said auxiliary alternatorto join the vehicle's alternator in charging the battery; and if theprimary engine is turned ON, then: determining the charging amperage;and upon determining that the charging amperage is not above apreconfigured amperage threshold, activating said auxiliary alternatorto join the vehicle's alternator in charging the battery.
 32. Theauxiliary system of claim 23, wherein said auxiliary controller isfurther configured to monitor the battery charging level of the battery.33. The auxiliary system of claim 32, wherein when the primary engine ofthe vehicle is turned ON, upon determining that the battery charginglevel of the battery is not above a preconfigured threshold level andthat the charging amperage is not above a preconfigured amperagethreshold, said auxiliary controller is configured to activate saidauxiliary alternator to thereby charge the battery.
 34. The auxiliarysystem of claim 32, wherein when the primary engine of the vehicle isturned OFF, upon determining that battery charging level of the batteryis not above a preconfigured charging threshold level, said auxiliarycontroller is configured to activate said auxiliary alternator tothereby charge the battery.
 35. The auxiliary system of claim 23,wherein said auxiliary controller is further configured to check if aside airbag of the vehicle has been activated, wherein upon determiningthat the side airbag has been activated, said auxiliary controller isconfigured to activate said auxiliary alternator, the blower, the fan,said electric relay switches, to thereby route compressed gas vapor fromsaid auxiliary compressor towards the A/C unit, and route returning gasvapor from the A/C unit towards said auxiliary compressor, and toactivate said auxiliary compressor.
 36. An electricity-supply-interfaceapparatus for a motor vehicle, comprising: a vehicle alternator; aninterface-shaft; an electromagnet; a rotor unit couple to rotate with abearing unit; a rotational-motion-receiving-unit having a mechanicaladaptor configured to receive rotational motion either from thevehicle's primary engine or from an alternative electricalternator-motor, and a magnetic-insulator, wherein saidrotational-motion-receiving-unit is securely attached to a first end ofsaid interface-shaft, and said interface-shaft is further securelyattached at a second end to the vehicle's alternator; and wherein uponreceiving said rotational motion, said rotational motion is transferredvia securely attached interface-shaft to the vehicle's alternator, tothereby provide electric power to various units of the vehicle,including charging the vehicle's battery.
 37. Theelectricity-supply-interface apparatus of claim 36, wherein thevehicle's alternator is replaced by an alternative alternator.
 38. Anauxiliary system for a vehicle having a primary engine and an airconditioning system, the vehicle's air conditioning system comprising: amechanically driven air conditioning compressor, an alternator; acondenser that is operatively coupled with a fan that is operated by afan-motor; a battery, an A/C unit; and a blower coupled to be operatedby a blower-motor, said auxiliary system comprises: an auxiliarycontroller that remains operable when the primary engine is turned OFF;a cabin-temperature sensor; and an alternative alternator-motor coupledto operate an electricity-supply-interface apparatus of claim 36,wherein upon the primary engine being turned ON, said rotational motionis received via a driving belt operationally connected to the primaryengine and to rotational-motion-receiving-unit; and upon the primaryengine being turned OFF, said rotational motion is received via amechanical adaptor operationally connected torotational-motion-receiving-unit, wherein when the primary engine is afuel powered engine, said auxiliary system further comprises: anauxiliary compressor coupled to be operated by afirst-auxiliary-compressor-motor; and a pair of electric relay switcheshaving first electric relay switch and a second electric relay switch,wherein said first electric relay switch is configured to routecompressed gas vapor either from the vehicle's air conditioningcompressor or from said auxiliary compressor towards the A/C unit, andsaid second electric relay switch is configured to route returning gasvapor from the vehicle's A/C unit, either towards the vehicle's airconditioning compressor or towards said auxiliary compressor, whereinupon turning OFF the fuel powered primary engine, said auxiliarycontroller is configured to start monitoring the ambient temperatureinside the passengers' cabin of the vehicle, utilizing saidcabin-temperature sensor; wherein the fan-motor, the blower-motor, saidauxiliary alternator-motor and said first-auxiliary-compressor-motor arein operational communication flow with said auxiliary controller; andupon determining that the ambient temperature inside the cabin is abovea preconfigured threshold temperature, said auxiliary controller isconfigured to activate auxiliary alternator-motor, the blower, the fan,said electric relay switches, to thereby route compressed gas vapor fromsaid auxiliary compressor towards the A/C unit, and route returning gasvapor from the A/C unit towards said auxiliary compressor, and toactivate said auxiliary compressor; and wherein when the primary engineis an electric powered engine or the vehicle is operated by adual-engines configuration, and wherein upon turning OFF the primaryengine, said auxiliary system further comprises asecond-auxiliary-compressor-motor configured to operate the airconditioning compressor; and upon determining that the ambienttemperature inside the cabin is above a preconfigured thresholdtemperature, said auxiliary controller is configured to activate saidauxiliary alternator-motor, the blower, the fan and saidsecond-auxiliary-compressor-motor, to thereby activate the airconditioning compressor and thereby activated the vehicle's airconditioning system.
 39. The auxiliary system of claim 38, wherein whenthe primary engine is a fuel powered engine and the primary engine ispowered OFF, upon determining that the ambient temperature inside thecabin is not above said preconfigured threshold temperature saidauxiliary controller deactivates said auxiliary compressor.
 40. Theauxiliary system of claim 38, wherein when the primary engine is anelectric powered engine or the vehicle is operated by a dual-enginesconfiguration, and the primary engine is powered OFF, upon determiningthat the ambient temperature inside the cabin is not above saidpreconfigured threshold temperature said auxiliary controllerdeactivates said second-auxiliary-compressor-motor to thereby deactivatethe air conditioning compressor.
 41. The auxiliary system of claim 38,wherein said second-auxiliary-compressor-motor activates the airconditioning compressor using an electromagnetic clutch.
 42. Theauxiliary system, as in claim 38, wherein the vehicle further comprisesan A/C system, and wherein upon determining that the ambient temperatureinside the cabin is above a preconfigured threshold temperature, saidauxiliary controller is configured to activate said alternativealternator-motor and the vehicle's alternator, and the vehicle's A/Csystem
 43. The auxiliary system, as in claim 38, wherein said auxiliarycontroller is further configured to check if any of the vehicle's frontairbags has been activated, wherein upon determining that a front airbaghas been activated, said auxiliary controller is configured to turn OFFthe primary engine and deactivate the vehicles alternator, and whereinupon said determining that a front airbag has been activated, saidauxiliary controller is further configured to disconnect the vehicle'sbattery.